Convertible ice bunker



June 28, 1949. H. J. wllaDENA ETAL. I 2,474,563

CONVERTIBLE ICE 'BUNKEE Filed July 22', 1946 8 sheets-sheet `1 8 Sheets-Sheet 2 n u s .w g |||||1.| Illu mi Jm/ @EMT mi. YTM if mi, a. @new ffm H. J. WIEDEN ETAL CONVERTIBLE ICE BUNKER E: fa-

. June 28, 1949.

Filed July 22, 194e June 28, 1949. H. J. WIEDEN E'rAL 2,474,563

CONVERTIBLE ICE BUNKER FiledV July 22, 194s a` sheets-sheet :s

8 heets-Sheet 5 H. J. WIEDEN .ET AL CONVERTIBLE ICE BUNKER June 28, 1949.

Filed July 2g, 194e June 28, 1949. H. WIEDEN ETAL CONVERTIBLE ICE BUNKER Filed July 22, 194e B Sheets-Sheet 6 /40 /oza /40 June 28, l949,` H. J. wlEDEN ETAL 2,474,563

CONVERTIBLE ICE 'BUNKER l W a swaps-sheet '7 ao 5 .sv/I "85 A Filed .Es rer' D Traplvajsz? Patented June 28, 1949 SI'ATES DFLICE .to 4(Sreneral American-Duryea .(lolporation, @hicago, 111., a corporation ofDelaware Application July 22, 1946, SenialNo. '685,*510 l (Cl. .G2- 19) .21 Claims. .1

This invention vrelates 5to :an improved convert sible ice 'bunker or :use refrigerated vehicles. Although .the :invention will fbe zdf-:scribed and illustrated with nanticnif-ar reierence toits use in refrigerated railroad cars, We .do not intend .this

or the detailed vstructure 'shown to be .interpretedn's limiting the scope of our invention.

By :a coni/entitle 'bun-ker we :mean fone in which the bulkhead between the 'ice i,cornpartment and the cargo 'compartment :off the :car is movable and can -be stowed, .against the end of the car or elsewhere, :so that when 'refrigeration :is not required the ybunker space can 'be made available for cargo. Euch :a convertible 'bunker is shown for example iatent :No 4.2,32-.41s74f9 issued on July :210, :1943. 'General :purposes of the present invention are to provide an improved convertible bunker which is ,more convenient in operal tion, relatively light in weight and 'yet sufcientiy strong to be satisfactorily fdu'rable, 'and which is still relatively economical to produce and simple toinstall.

Otherobjectivesof the invention fare to provide a bulkhead which can be moved from its Sbunker formi-ng position to its 4lad-ing position quickly and `easily :bylone :ma-n, and which can be lst/rcrlfgly and securely .locked .in teach position Without requiring the 'manipulation foi any special locking mechanism. lin addition We :provide for con-venient -rearran,germer-1t fof ice supperting grate structures vbetween :their `normal 'icing position, their upper Aposition for stage icing, 'and their lad-ing `position in Whiehthey form ya .continuation of `the door ci the ici-1r for loading cargo.

.A further .and importan-t object of the inven- ,tion .is to .provide :mechanisms by which the bulkhead may be moved iroinits bunker for-ming position not only to .a lading position against :the end wall of Lthe car ybut .also :toward the center of the v.car .in such a manner ras to make the bunker space ,readily accessi-ble .from the interior of the car., even vvfhile the grate sections Iare in their normal .or in their :lading position. The posso 'bility .of this 4motion is valuable, ,particularly when it .can be obtained with the same convenience as the motion .to .and from .the lad-ing position, because it avoids the necessity of .removing .old ice from the 'bunker ,through .the-hatches.

Moreover. the invention takes account of human .fallibility by providing features .in .the ooeratih;r meachanism of the bulkhead which .make for safety and tend `to insure correct ,andcomplete operation.

fOther objectives and advantages .of the invenvfull description roi :an illustrative preferred .embodiment llt wiil Khewur-,1dorstood .that details 'of this particular embodiment are subject ito :Wide variation Within l.the :scope of the invention, and are not to be ,construed :as `a limitation of that scope. In :describing this embodiment We refer ,to the attached drawings, :of Whioh-z Fig. l a partial-1y tout away :plan View of the complete installationforionefcar end;

Fig. 2 'is a vertical section maken parallel ito 'the flongitnclinal :car :anis @on :1i-ne v-2-2 of Fig. :1;

Fig. 2a '(see Sheet @Linee of drawings) is :a fragmentary enlargement fof fcertain portions 'of Fig. 2;

Fig. '3 is a vertical transverse pantial section vtaken .on line 1 -3 .of Fig. ,2 with 'the ice grates removed, showing in elevation the {grate-support.- :ing frame structure as )installed Aagainst 'the en-d .wal-1 of the car;

4 is a partially out away fragmentary elevation of the convertible bulkhead 'in its bunker forming position;

Fig. l5 `is :an enlarged @pantia'lly :cut :away elevartion Iof the upper ``central part of ,the bulkhead, ,including v the bulkhead lifting mechanism, :and showing the supporting .track -i-n transverse section;

Fig. .6 is a vertical transverse section through the `central A,col-umn of .the bulkhead, taken ,on line ,ii-6 of Fig.. :5, showing .the .bulkhead lifting mech.F .anismin its .bulkhead locking position;

Fig. 57 ,is a section similar to Fig. =6, 4but show- .ing the 1bulk-head its ,.Iaised-.oryfree position.;

.Fi-g. 8 is a -`pantially cut `away E'plan view of the central .upper .part 1on1-yaoi the bulkhead, omit- .ting the lifting mechanism;

Fig. 9 is .a schematic :plan -view of the vcarinterior, indicating A.forfone preferred type .of track .installation the positions .assumed by the bulkhead .for bunker 1ior-mation, for lading, .and for giving access :to vthe bunkersgpace;

Fig.. 10 is a .plan `view `-similar yto Eig. r9 for fa second `preferred `type of track installation .show- Atvvo alternative ways of moving the bulkhead; `and Fig. 1,1 (seesheetthneeof drawings) isa frag ,mentarry section Y,taken-ion ,-l I--H of Fig. A, showing bulkhead locking means .installed cnthe car Wall.

Referring Iirst .to Figs. 9 land ..1'0, the car VAWalls .are ndicatedat `-.L5 and'thevconvertible bulkhead is shovm r.schenflatioall2v :in .its lmmkerfforming gpostion a, in which it is releasably locked by restraints, indicated at I6. To move the bulkhead, it is lifted by operation of lever |66, and suspended from a trolley on track 80 which is secured to the ceiling structure of the car. As will be explained below, the process of lifting the bulkhead automatically releases it from restraints Hi, permitting it to be rolled freely along track 8G in either direction, and also to be swiveled about the vertical hanger rod by which it is suspended from the trolley. Thus the bulkhead can readily be moved inward to the lading position b against the end wall of the car, where it is lowered and automatically locked in position by restraints indicated at IBG.. When the bulkhead is lowered in either of its two operating positions a and b, lever |60 is latched in its folded position within the bulkhead, and this automatically locks the bulkhead in engagement with the restraining means l or Ia.

With the bulkhead in position b the bunker space is available for cargo, and vertical air passages through the body of the bulkhead provide an air circulation path similar to that through the bunker space when the bulkhead is in position a. As will be explained below, the floor structure is such as to cut off this vertical circulation path through the bulkhead in position a, but to leave it open in position b.

The bulkhead is similarly movable on its trolley outward from the car end wall. In the preferred embodiment shown in Fig. 9, track 8B is straight, and the bulkhead can be moved to the inner end of the track and swiveled on its support into position c. This gives access to the bunker space from the interior of the car, permitting easy shifting of the ice grate sections from one position to another (see below) and allowing old ice to be readily removed and the bunker space cleaned. In position c the bulkhead can be left suspended from its trolley, or it can be lowered until its lower edge rests on the cargo floor, lever E6@ being returned to its folded position within the bulkhead. I

An alternative form of overhead track is shown schematically in Fig. 10. Section 80h of this track, outward from the car end wall beyond bunker forming position a, of the bulkhead, is curved toward the car side wall. With this general form of track the bulkhead can be swiveled in either of two ways as it is drawn outward from position a. to give access to the bunker. As indicated in the lefthand portion of Fig. 10, the bulkhead can be swiveled counterclockwise through position d into position e with its normally inner face directly against the car side wall. Or the bulkhead can be swiveled clockwise, as indicated in the righthand portion of Fig. 10, pivoting about one end, which may be provided with a stop or hinge shown schematically at I8. This motion brings the bulkhead to a diagonal position such as f, lever ISB preventing it from folding flat against the car side wall.

In describing the structural details of the complete illustrative installation contemplated by the invention, we will consider rst those parts of the structure which are rigidly installed in the car, or which are closely associated with such rigid parts. These comprise principally, rst, the horizontal base or floor frame, shown partially in plan in the lower part of Fig. 1; second, the vertical end wall frame, seen in elevation in Fig. 3; and third, the bulkhead supporting track which extends from the end wall toward the center of the car along the center line of the ceiling.

The horizontal floor frame is a rectangular grid structure underlying both the bunker itself and the bunker forming bulkhead, and comprising the bulkhead supporting girder 2|] of shallow inverted channel section (see Fig. 2a.) which runs transversely substantially the entire width of the interior; the longitudinal spacing members 2i of channel section (see Figs. 3 and 4) which support base girder 2B and are joined together at their outer ends by it; and the connecting cross member 22 which joins and supports the inner ends of members 2l (through spacing blocks 2&3) and which runs essentially the entire width of the car at its end. The members 20, 2l and 22 are welded together, forming a rigid base frame the inner side of which is bolted to the end of the car by the bolts 23, and the outer end of which is bolted by means of bolts 21a (see Fig. 2a) to the transverse floor beam 21 of the car, a wood ller 2lb being interposed to provide good support for the base frame. Members 2l at their outer ends are of such vertical dimension as to support the flat upper surface of base girder 20 in the horizontal plane of the lading floor of the refrigerator car, one removable section of which is indica-ted at 4E in Fig. 2. Members 2l are of general U --form as is shown in Figs. 3 and 4, a section of the upper bent ange of the U being left straight at 2 la. and extending vertically within and welded to base girder 20, as shown in Figs. 2a

and d, effectively anchoring this girder against transverse motion and supporting its load carrying surface. Members 2l taper in their vertical dimension inwardly toward the end of the car, the form of their section in the immediate neighborhood of cross member 22 being shown clearly in Fig. 3.

The tapered form of members 2! accommodates the movable ice supporting grate sections 3i! when these are placed in the lading position A, illustrated in Fig. 2 by the solid lines. These grate sections are approximately the same size as, and are equal in number to, the rectangular openings in the horizontal base frame, as may be seen from Fig. 1. They are composed of tapered longitudinal beams 3| of sheet metal and cross slats 32 (see Fig. 2a.), both set on edge to give greater load supporting strength and also to allow free vertical circulation of air through the grate. The tapered outer end of each grate section (the end adjacent the bulkhead) is strengthened by the channel cross member 33, welded to beams 3l, and through which the load carrying contact is made with the various types of brackets provided for this end of the grate. The inner and thicker end of each grate section, which is toward the end of the car, is similarly strengthened by cross member 34 which crosses and is welded to the ends of beams 3| where they are cut off at a slant (Fig. 2a), this shape facilitating handling of the grate, as will be more fully appreciated presently. The slanted ends of all the beams 3| of each grate section are uniformly slotted at 35, providing a channel for transverse rod 36. which is retained therein by cross member 313. The function of the rod 35 is to prevent the grate section from being removed from the car, While yet allowing it to be shifted from one position to another, as will be explained. The lower edges of beams 3l are also notched at 31 close to their thicker inner ends, forming a groove formation which ts over the lower flanges of horizontal grate supporting channels 6l, 62 and S3 of the wall frame (see below). Two grooves 38 and 39 in the upper surface of the grate sections are 5, similarly. formed-i parallel; to the,I inner Aedge-of the grateby. the: series of notches-'38 andiSB-a in beams 3.1i. These Vaccrm'imodatefthe lowerfedges'v ofi the bulkhead when it is stowed:againstztheend,l wall ofi the car inithe` positiom indicated byv the; dashdotlines inlFigs'. Ziand 2a;

A sheetmetal.I dripvpan- All; shownlin: section in Eigs. 2.andf2a; is set below the` floor-frame.. ex:- tendingrtheffullcar width, and supportedtbythe transverseA iloor supporting` members: 211 and 2li of" the car. Conventional drains, indicatedschematically at M, are provided to carry. offA water and:` debris'from the pan. At the end" ofZ the: car, pan lillfextends under and behindicross' member 22' ofithe floorfr-a-m'e; connecting with thesh'eet metal lining of the-endwall `of the car (see below). Inwardtoward thevcenter-of'the car, pan lillx laps under the regular' wateretight covering Mioftheper-rnanent car oor.

Section*v iti of the lading floorcan conveniently lie-hinged to brackets i3 which are bolted to two on more of? the members 2lof. the iloor frame. The Very simple form of" hinge indicated 'atfMl consists: of acircular' notched holein bracket 43- and tIWo horizontally adjacent .pins in the-floor section. The pinsy are normallyV retainedl in the hole, but.. When= the oors section. isA r-aised toi ai verticalf positionl they can be lifted out through the notch.

Ilher above described preferred' construction ofz the horizontall door 'frame is well adapted forv permittingV free access ofv air tothe lower part off the bunker space. Air can bel circulated" be;-y tweeny theY permanent car floorI 44 and lading oor 43 bye..centriugalifanofthetype describedi f in the VaniDornPatent No. 2,'3'49l3l5; issued'on May 23', 1944. Such a fan, indicate-d schematically at 42' in Fig. 2, draws air down.y through the slat't'ed lading 'oor'in the central'part of 'the' car and draws andV drives. it toward the end4 ofi' the caer between the tivo iioors. Our manner of supporting' base girder 20' and the bulkhead-f above it causes little or nointer-ference with the free iiowof." this air into the lovver part of the bunker. This is. clearly shown` in` Fig. 43 the spaces below girder 2li" an'd' betweenv members 2|=A being entirely-open;

Theirame t), which supportsthe outer ends off ice grateA sections 301 in their intermediate icing' positions (B in: Figs. 2 and 2a), is-l composed of struts 5t ofI inverted U-sectionwelded at their innen or upper ends to thecrossl memberA 52; to form a single rigid unity (see Figs. l., 20.). The freel outer or lower end; of each strut is.` pivotedi at 53 to one or' the members 2| ofthe yfloor frame; so' that' frame 5.11.. can. be .lifted from the'- foldedY position shown in solidlines in Fig. 2a to tlievertical grate supporting position shownl in dash'edi lines. In the folded position the inverted LLI-- shaped struts 5l. t: over theupper edges of base members 2l'. Cross member 52; whic'his of angle section, is notched to fit over members 2l. IiiE the ioldedipositionframe Ell thus extendsL above base members 2l only by the thickness of the Webs of channels 5l' and angle. 52'; Struts 5l: are*- notchedVY at their outer-pivotedends,.to vcut awayf their upper Webs andthe upper edges of" their side flanges at 55, to facilitateV their upper raised positions,.and particularly to clear the-inner. edge ofthe apron Zilla which projects: inwardlyv from' the lower'edgeof the-inner'angellb ofy channel: girder 2l] (Fig. 2a) In the upperV position, the corner of each notch 54 in struts 5l overhangs andrests onv apron. a so as totake. the load thrust offpivotsS.

The narrow apronz Zlla extends transversely over base members 2+ and forms a supporting apron for the outerr edge channels 33 of the grate sections in: their lowest positions A. With 33 thus-.supported the loweredgesof grate beams 3L are above'the frame-50 ink its folded position andwill'not contactA that frame; even if thegrate sections are somewhat laterally displaced; It will be-'notedr from Fig. 1 however that the Width i dimensioni ofeach grate section, and the spacings'o: the sections (maintained by, the. end wall framing' as described later) are such that the gratei sectionsdo not' normally directly overlie thermemb'ers 2i! or` the struts 5|.

The second principal xed element of the car installation. is the end Wall frame, shown in partial: horizontal section in Figs. 1 and'y la,.in vertical section inaFigs.. 2 and'2a., and in partial elevation in Eig. 3. The principal function ot the wall: frame is to, support: the inner ends of' the ice gratesections 3D, at each of their threealternatelevels. This. rigid Wall frame is composed of' the shallow' vertical channel members '6G (and ct) joined? at theirl lower ends by the equally shallowhorizontal channel BLIJ, atan intermediate' levelf'by thezsimilar channel S2 and. at: the topsby the channell 63. The outermost vertical channels tim; next: they car side Walls, needY be only ha'lchannels.. as willi become obvious; Only upper horizontal channel 53. is continuous acrossthe car; lovverchannels 5l and 62 being broken by the continuous vertical channels tti, as is shown clearly in Fig. 3. At various of the cor-- ners of this rigid-4 frame, and preferably ush with'its loa-ck surface; gusset plates 64 are welded` iny place. The wall' frame issecured in the car against its end-` wall. structure by bolts seated in gusset platest'd or in upper channel 63. The weight off' the frame and of Whatever load it carriesA is .supported from below, its lower edge resting directly. upon the upper horizontal flange surfaceof cross member 22: of the horizontal door fname. As shownbest inFig. 2a, this cross mem-- beri'sof Z-sect'ionwith its upper ange supported on a part' offthe'car framing.

rllhe edgesaof: the lower anges of horizontal channelswtl, 62 and $.3- are bent upward (Figs. 2 and 2a.) to form flange lips 66a over which the grooves 31( in the lower surfaces of grate sections 3U (see above) are adapted to be hooked. The lipsfiiado notthemselves support the grate seetionsg, the ends of whichv rest upon the relatively widehorizontali surfaces of'iianges 55 within the channels; Ibut they retain the ends of the grates withinthez-channels.. Thus the inner ends of the grate; sections are supported. directly by the Wall frame in all threel of their alternative positions, channel 61' being; at the correctlevel for the lowest. position Ay of the grates (solid lines in Fig. 2) channel 62:'for the interrnediateposition B (dashed lines in Fig. 2) and channeltt for the stag-e icing positionC. (dot andidash lines iniFig. 2). Inthese three' positions the outer ends of the grate sec-- tions are supportedl respectively directly by apr-on" Z-llofl channel Ztl? of. the basev frame; by. frame 50, describedabove; and by: brackets lrl' welded@ to theinner facefotthebulkhead;

llhe formi. of; vertical channels Hl? is adapted to interlock wit-lr and' retain: the. hooked ends of. retaining; rods` "36, mounted' onl gratesections 381 as. described: above; @See Fig. 1f, the extreme left portion-f of which represents` a: section throughi the endiframe: takeni on'V line I -l' in Fig. 2a', exceptthattllleiow the point off Fig. l. indicated by 9. the. sectomis: takenson, line l'l "of-fFig. 2u.;v

See also the enlargements in Figs. la and 2a where the nature of retaining rods 3B is more clearly shown.) This interlocking of retaining rods 36 with vertical channels 60 provides a connection between the grate sections and the wall frame which prevents easy removal of the grates from the car, yet allows easy manipulation of the grate sections to move them from one position to another. As shown best in Figs. la and 2a, each end of each retaining rod 36 is provided with a hook formation which is made up of a transverse part 36a `and a reentrant hook end 3181) which hooks into the channel 60 (or 66a) behind the front edge lip @lic of the channel ange llllb. Each rod 36 thus has hooks at both its opposite ends which hook in opposite directions behind lipped flanges of adjacent vertical channels A5l) and/or G9a, so that the rods cannot be removed from the channels without deformation.

The transverse hook parts 36a are of some length, long-er than they appear to be in Figs. l and la. With a grate section hooked into a horizontal channel for support (see e. g. Fig. 2a) the `transverse hook portions 36a extend either upwardly or downwardly to hook their ends 35h into the vertical channels. When the end of a grate section is lifted out of a horizontal channel, the lengths of hook portions 36h allow the section `to be moved outwardly far enough `to clear its inner end from the channels. The section can then be moved up or down the end wall frame to be hooked. into any other horizontal channel as desired. The lengths of the slotted notches 35 in which rods 35 are confined (their lengths as seen in Fig. 2a in a direction lengthwise of the grate beams 3|) also perform the same oflices as the lengths of transverse hook portions 36a. In either case, whether it is the lengths of 35a or of notches 35 that allow freedom for movement, the rod, hooks 315D remain interlocked with the channels El), sliding up or down in them.

To move one of the grate units while the bulkhead is still in its bunker forming position (Fig. 2), the outer end (the bulkhead abutting end) of the grate section is rst lifted six or eight inches, the grate pivoting about its inner end which rests in one of the channels 5 I, `62 or `B3. The slanting position of end member 34 of the grate section allows this tilting movement. The inner end is then lifted enough to disengage its groove 3l from `the lower flange of the channel (groove 38 helping to avoid interference with the upper flange of the channel). The entire grate section can then be moved toward the bulkhead far enough to disengage its inner end completely from the channel. It can ythen be moved up or down to another position, its inner end being inserted into the selected channel while its outer end is relatively elevated, thus reversing the pro cedure just described. The outer end is firmly lowered onto the selected support.

If the grate sections are being moved between positions A and B it is necessary to raise or lower frame 50. This operation is greatly facilitated by the fact that the bulkhead can be moved out from the bunker space, for example to position c in Fig. 9 or to position e or f in Fig. 10. When shifting frame 50 it is convenient to stack all the grate sections temporarily against the end wall of the car in a nearly vertical position, their inner ends (which are linked to the car end wall) elevated and their outer ends resting on members 2| of the horizontal floor frame inward of frame 50. In this position, the grates do not interfere with access to or rotation of frame 50 about its pivots' 53. During all these operations the inner ends of the grates are held close to the wall frame by retaining rods 35, which do not, however, prevent the motions described.

Before the Wall frame is bolted in place in the car the end wall of the car may be rendered water-tight by a plain sheet metal sheathing covering the entire wall and with its lower edge lapping inside the vertical rim of water pan 4U. However, an appreciable increase in the thickness of insulation in the end wall of the car can be obtained by constructing this sheathing of formed, interiorly recessed, panels, fitting the various rectangular apertures of the wall frame itself, and permanently welded thereto to form a watertight structure. Such panels are shown in section in Fig. 2 at 'Ill and 1|. By their use essentially the entire volume between the front and back faces of the wall frame is made available for insulation. If this additional insulating volume is not required, as would normally be the case in cars newly constructed, the simpler procedure mentioned above is to be preferred.

The horizontal overhead track is preferably formed of a single piece of approximately square inverted U-section, with in-turned ange edges, shown for example in Fig. 5. The flange edges of this channel are bent inward more than 90 at 8|, providing two parallel rails. Track 80 is set into the ceiling of the car, shown in section at 82 in Fig. 5, approximately ilush with its lower surface, and is supported in any suitable way by the structural framing of the car ceiling or roof, not shown. The track extends along the center line of the car from the car end wall past the normal bunker forming position of the bulkhead (Fig. 2), continuing toward the center of the car from this position a distance somewhat greater than onehalf the interior width of the car. The latter part of the track may be straight as indicated schematically in Fig. 9, or it may depart from the center line of the car, for example along a curve as indicated schematically in Fig. 10.

It will be noted that the illustrated preferred sectional form of track 80 locates the rails 8| in a protected position within the channel. In addition, the rails are in accurate vertically spaced relation to the upper horizontal web surface 83 of channel 80. This surface forms a roof over the rails, performing the important function in our invention of locking the entire bulkheadl against upward motion out of either of its operating positions a and b (Fig. 9). It may be desirable, as will be explained below, to out away this horizontal roof section of channel 80 near the end of the track in the general region indicated at 84 in Fig 2. A removable stop is preferably provided near the end of the track. This may take the very simple form of the horizontal bolt shown at 85 in Figs. 2 and 5.

The bulkhead supporting trolley Si! operates on four wheels 9|, two running on each 0f the rails 8| within track 80. The wheels turn on conventional bearings on axles 92 which project transversely from trolley body S4. The latter may consist, for instance, of two axle supporting blocks welded to a central thicker block containing the vertical hole 93. This hole acts as a swivel bearing for bulkhead supporting hanger rod |55, the weight of the bulkhead being transmitted to the top surface of the central block of trolley 94 by the head |51a at the upper end of rod |55 (see below).

Preferred construction, according to the invention, of the movable bulkhead itself results in a accette relatively light structure 'of 'adequate strength, well adapted .to withstand the particular stresses to which 'it is subjected. The bulkhead'is made up of the vertical central column l|20 which accommodates the'bulkhead lifting mechanism to be described below, and four preferably identical box units |00, two on'ei'ther side of the central column. These five units, -ea'ch of which extends essentially 'the full height of the bulkhead, are connected together only by two horizontal channel members |30 and |40 which form the upper and lower edges of the bulkhead, land to which the separate box units and central column are independently `connected, preferably, 'for ease'of assembly, by the'b'olts indicated at |-|0 and ||0a (see Figs. 2 and 4). The lower connecting channel |30 is of inverted U-sect'on (Figs. 2 and 2a), ofsuch dimensions that, vwith the bulkhead in bunker forming position, it ts over and partially vencloses the U-section of base girder v2'0 of the horizontal oor frame described above. The upper horizontal connecting channel |40 is in part of similar U-section, but includes a 'relatively wide horizontal reinforcing section |4| by which the rigidity vo'f the channel against horizontall deformation is greatly increased without adding unduly to its weight.

The box units of the bulkhead structure are shown in transverse vertical sectionin Fig. 2, in

vertical elevation and section in Fig. 4, and in partial horizontal section in Fig. 1. They are preferably made vof sheet .metal assembled entirely by welding and include an 'outer rectangular Welded frame composed of Vertical edge `channel membersll and horizontal topand bottom channel members |02, all with their flanges facing outwardly. The vertical 'edge channels are spaced and strengthened bythe horizontal webs |03 which lare pierced by the y"flanged holes |04 to permit vertical 1air circulation through the i-nteriorsof the box-units. The'frame thus formed is covered on both faces byy corrugated sheet metal sheathings |05, which become the load sup porting vfacings ofthe bulkhead. All four edges'of webs |03 are flanged, providing at their ends-vertical surfaces I 06 'adapted-to be welded to vertical edgeI channels I01|,'and along their sides flanges |01 which may, but need not, be welded to the corrugated sheathings |05. The 'sheathings are Welded at their upperfand-lower edges to upper and lowerv channels- |02, and at their vertical edges to vertical iframe channels '|0l.

Corrugated sheathings |05- on both-faces of the bulkhead box unitsare 'pierced nea-r the topby air passages 1|1|i| lccated between upper channel |0211 and upper web lIf'3a of the box frame. Openings "I I1 Iin the presentpre'ferred embodiment are ofroval shane andare confined tothe trough-likedepressions of the corrugated ysheath-- ing '(as seen from outside the bulkhead). This leaves the ridges of 'the corrugations -with their stiifening properties yessentially unimpaired. Further :strength -i's obtained in the manner of construction of openings themselves. vIn forming each'openingtwo vertically spaced-:holes alrema'de andfconnfectedrby a-ve'rtical cu-t on`=the axis of the holes. The material onea'ch side of this :cut and on l'the periphery'o-f-both holes is thenpressed inward, producing a single oval hole entirely surrounded by a strengtheningfiange of somewhat irregular foon-tour. The vvertical part of this flange is indicated at I2 and the circular part, surroundingithe yends of the oval hole, "at |113 Figs. "l and 42. Holes'l I| in vboth faces'of the bulkhead krnormally 'allow circulation of 4air through 'the bulkhead between theupper part of the bunkerand the main cargo section of the car; in addition, when the bunker is stowed against the end wall ofthe car, the openings in its iront face cooperate with openings |04 in webs |03 'and Vsimilar openings |`3I in bottom channels |02iand |30 to provide a vertical circulation path through the interior of the bulkhead itself.

In each box unit -the upper and lower ends vof odge channels llltarebent out at right angles to form vlio'rizon'tal.surfaces vin Contact with horizontal upper and lower channels |02 near their cada. Thevvdo'uble thickness of metal whereverticaland horizontal channels of the box frame overlap provides a'r'einforced seat for connecting bolts 'i i0, which Vjoin vthe box units to top and bcttomconnectin'g channels |00 and |30. Moreover, upper andlowe'r channels' |02 of each box uni-t are of such-section (Fig. 2) that they t closely over the U-section of horizontal connect- 'ingchannels '130 at 'the base of the bulkhead and 100 along its top, ,providing a joint of great strength against transverse stresses, quite apart from connecting' bolts I0.

Central vertical column |20 is 'basically a singlelpie'ccof sheet metalformedinto a box column or generally rectangular cross section but with most ofthe frontwall omitted, as is .shown clearlyinFigNS. AlIorizontal web |23, shown in Figs. 5 and 6,'extending between'and welded'to the two opposite side walls I 2'5 :of the column, prevents merchandise from .spilling into the lower part of the cc-lur'nn behind Vvfacing |30. The inwardly 'turned vertical flanges whichare .all that exist of theront wall ofthe column are indicated by the numeral |.2|. `Angle brackets |22 are welded insidetheside walls l2-5 ofthe column at its eX- trenie'top and bottom, and abut against the horizontal surfaces of connecting channels |30 and M0. Bolts `||0u connect these angle pieces to the channels, rigidly joining the vertical column to the rest of thebulkhead structure.

'The front surface of lnearly the entire bulkhead 'may be covered i'fdesired by a smooth apron of wood 'or Yother 'appropriate material for thermal insulation and through which the thrust of the cargo willbe transmitted to the bulkhead, reducing the possibility of damage both tothe cargo and to the bulkhead. Such an apron isindicated at |39 in Figs. 1,12, Zaand 4, but for clarity is omitted in other drawings where it vmight appear. A vertical slot, asindi'cated' at'l42 in Fig 4, vmust be provided in the upper central part of the apron to allow'operation of the bulkhead lifting mechanisrn v(seebelow).

The clearance between the side edges of the bulkhead and the car walls may be I'llled in any suitable way, `vsuch as by the 'wood sealer strips indicated at V|`4`5 in3Fig. Ll, attached to the outermost 'box unit verticals "|0|. `".lhese sealer strips may have rounded outer contours which t `closely against the 'cai-wall and yet allow the bulkhead to be .moved freely; or the .space may be sealed r'completely lagainst both air and water by use of rubber llaps 'o1-"the like. However, 'we have found 'thatwith'the construction shown even the wood iillers :|"45maybe omitted without endangering the cargo andwithou-t disturbing V'appreciably the intended path of'circulation of air.

When itis vr'l'eslred'to 'change the positionof the bulkhead in ithe'car 'for any ofthe 4purposes mentionedabove, .the entire'bulkhead is lifted vertically a short distance and 'its Weight supported entirely by trolley on `track 80. This lifting operation automatically frees the bulkhead completely from the restraints which normally hold it in one of its two operating positions. An importan-t feature of the invention is the manner of securing the bulkhead in place, which yet allows complete release when it has been lifted an inch or two.

When the bulkhead is in bunker forming position (Fig. 2) it is restrained along its entire lower edge against transverse motion (that is, against motion parallel to the length of the car). This restraint results from the interlocking along their entire lengths of lower connecting girder |30 of the bulkhead and horizontal base girder of the floor frame. Since this interlocking between the lower edge of the bulkhead and the horizon-A tal floor frame extends continuously across the car, not only is the weight of the bulkhead uniformly distributed and supported along its lower edge, but the transverse thrust, which may be very large, exerted on the bulkhead by the cargo, is also uniformly distributed to the floor frame and transmitted by/it to the car framing. For this reason lower horizontal connecting channel of the bulkhead does not need to be particularly heavy. Even base girder 20 of the floor frame, which supports the entire weight and thrust load, can be reasonably light, since it is supported at frequent intervals by members 2| which transfer both weight and thrust directly to structural members of the car frame. When the bulkhead is moved to its lading position against the car end wall, its lower edge is similarly restrained along its entire length by the flanges of lower channels |02 and |30 engaging notches 38 and 39 in the upper edges of grate beams 3|.

On the other hand, the upper edge of the bulkhead is restrained in both these operating positions by stops which locate upper connecting channel |40 of the bulkhead only at its extreme ends. It is for this reason that upper channel |40 is provided with the strengthening flange Ml referred to above. Channel |40 extends at both ends beyond the edge of the outermost box unit of the bulkhead (Fig. 4), and overlaps the horizontal flanges of the angle irons which are bolted to the side walls of the car close to the ceiling. Short sections of angle iron are welded to angle irons |50 at |5|, |52 and |53 (Figs. 2 and 11), forming stops which restrain transverse motion of the bulkhead by confining horizontal connecting channel |40 near its ends where it overlaps angle flanges |50. Stops |5|, which are strengthened by the supporting Webs |5|a, and stops |52 prevent inward and outward motion respectively of the bulkhead in its bunker forming position. Stops |53 hold the bulkhead against the end wall of the car when the bunker is converted into cargo space. Since these stops extend only a few inches above the lower horizontal flanges of irons |50, they restrain channel only when the bulkhead is in its lowered position. When it is raised (see below) the ends of channel |40 are lifted clear of stops |5i, |52 and |53, just as lower connecting girder |30 of the bulkhead is lifted clear of base girder 20 of the floor frame, Thus in its lifted position the bulkhead is free of restraint against movement toward or away from the end wall.

The upper stops just described could be individually located and supported on the side walls of the car, eliminating irons |50. However, the preferred method of supporting the stops, as shown in the drawings, simplifies their accurate location in the car and provides a stronger mounting than would be available for them individually. It will be observed that thrust exerted by the cargo against the bulkhead, which is by far the largest force to be considered in such an installation, is transmitted from the upper corners of the bulkhead to irons |50 and from the lower edge of the bulkhead to members 2| of the horizontal frame, and is ultimately supported in both instances directly by the end structure of the car. As shown in Fig. 2, the ends of angle irons |50 abut the end wall structure.

The bulkhead lifting mechanism, which is contained as mentioned above within vertical central Column |20 of the bulkhead itself, (see Figs. 5, 6 and '1) has the chief mechanical function of retracting or extending vertical hanger rod |55 which projects from hole |56 in upper connecting channel |40. Lever |60, shown as a solid steel rod of rectangular section, carries a handle |56 at one end and its other end is welded to the short shaft |6| from which it projects generally radially. Shaft |6| is journaled at one end directly in a hole in reinforcing plate |62 on one side wall |25 of column |20, and at the other`end in collar |65 which rests in a similar but larger hole in reinforcing plate |63 on the opposite wall |25 of the column. Shaft |6| is restrained against axial movement by two Cotter pins, |64 bearing against reinforcing plate |62 and |64a against collar |65. The collar in turn is restrained against endwise movement by rod |66 which is welded to it and which bears against plate |63. Y

Rod |66 is shaped as shown in Fig. 6, with a straight vertical section |68 in contact with the back wall |26 of column |20 and a hook |67 at its end which extends through opening |60 in the wall. This hook acts as a latch for the central ice grate section (see below) and neither it nor collar |65 plays any active part in the operation of the bulkhead lifting mechanism. The collar has the useful effect, however, of increasing the size of the bearing hole in plate |63, thus facilitating installation and removal of shaft |6| and lever |60. Collar |65 also serves as a convenient and strong means of anchoring rod |66 to the framework of the bulkhead. However, this rod with its hook |61 can instead be secured to the bulkhead structure in any other suitable way. The function of hook |61 is to engage under and behind cross member 33 of the central ice grate section when the grates are in their stage icing position C. This prevents the bulkhead from being moved accidentally toward the center of the car under those conditions. Even though the bulkhead has been raised and thus freed from other transverse restraints, it is linked to the grate section by hook |61, and the grate is linked to channel 63 of the wall frame, as described above. Thus the supporting bracket ||4 cannot be pulled from under the outer ends of the grates, which would allow them to drop, spilling the ice and possibly damaging the equipment, To move the bulkhead, under those conditions, it is necessary to first move the grates from position C, after removal of any ice. That kind of operation, however, is only necessary with the grates in position C; with the grate sections in the more usual positions A or B, the bulkhead can be moved outwardly without the necessity of first moving the grates or any ice.

Returning now to the bulkhead lifting mechanism proper, the lower end of hanger rod |55 is threaded internally to receive rod |15, providing a convenient lengthadjus-tment-for the hanger rod. rIThe lower end :of ,rodglil passes horizontally through the pivot lug rigidly mounted on lever .|60 near lits supporting shaft 56|. 'When lever-F60 is pulled down from the position shown in Fig. .6 to :that in Fig. 7, lug Jll'l is rotated ina Vertical plane around shaft |f6|,lacting on hanger rod |55 like a crank and retracting it a definite distance within the iramelof the bulkhead. Since appreciable downward motion vof hanger |55 'relativeto :Ii-Xcdtrackll is stopped 'by-contact of its head |'la with the toplof carriage block 94. -this retraction of the hanger results in llifting the bulkhead and suspending it from carriage 96.

.Head v|5la can be Vcoestructed as an lintegral part of vhanger rod |55, but the preferred construction shown most clearlyin Fig. 6 greatly facilitates assembly and disassembly, particularly when .trolley 60 is to be removed for overhaul. The hollow upper end of rod |55 encloses the shank of pin l5?. This pin ycarries head t| 51a. The pin and rod are releasably locked togetherby clip |58, so :that head ima is effectively a part of .rod |55. To remove trolley 90 from track 80, clip ,l 58 is removed and rod |55 is lowered, by operating handle |59 or if vnecessary by disassembling the rod from bearing lll, until pin |51 is released. Removal of track end stop 65 then permits l.the trolley to vbe run off the end of the track without disturbing the bulkhead itself.

Aflocking brace in the form of a short section of channel iron |89 is pivoted at one end to hanger rod |55 zat iti, its other end sliding along the upperedge-.of lever |60 when this is moved down from the normal position of Fig. 6 to that of Eig. 1. vAston |82 is welded to the upper edge of lever |60 in such a position that when the lever is` pulled down fully (Fig. 7) the end of brace |80 drops behindthe stop, holding the lever down and temporarily locking the bulkhead in its lifted position. To llower the bulkhead, lever |60 is depressed slightly below the position shown in Fig. 7 and the end of brace |80 is lifted over stop 1.82. Then, as lever |50 .is allowed to rise,

lowering the bulkhead, brace |80 will be returned automatically to its position in Fig. 6. The ring |.8:3 :swings freely in a hole ldd near the end of bracell and loosely embraces lever |60, allowing sufficient freedom for the above described the bulkhead being long enough to strike the opposite interior wall of column 20 when it is turned to an angle appreciably above the horizontal (see Fig. 5). The end of rod |90 at the back .of the .bulkhead projects slightly upward from the plane defined by the rest of the rod, and'fmay be cut quite short as indicated at |92 in sthegures. The function of this short section is to act as a stop against upward rotation of thel rodas a whole, preventing it from assuming a vertical :position from which gravity might not return it tothe crosswise position of Fig. 5, In

the latter vposition it effectively locks` lever |60.` To' in its bulkhead lowering lposition (Fig. 161).

raise lthe bulkhead, lever -|90 ris-simply `turned' upward with one hand'while handle |59 -is pulled forward Aand downward with the other. As soon as lever |"601and brace are lout of the way rod |590 may rbe `released and will return toits normal position 'across the :open front lof Vcolumn 20 (Fig. f7). 'When'the bulkhead .is `again lowered, fthe upward. :motion `of 'brace l 00 :automatically raises Vrod out of the way. When 'lever |60 reaches :its highest .position (fFig. 6) rod |90 dropsfby gravity finto .its locking position. Thus Wheneverzthe bulkhead 'isifully lowered the lifting mechanism .is automatically locked in this position.

v The dimensions :of'ithe `bulkhead lifting lmechanism are s'o .chosen that when the bulkhead -is fully lifted it becomes entirely free of the restraints against itransverse motion, already described, along its 'lower edge and at its upper corners. rlfhe lbulkhead and its hanger 4rod |55 can ftherefore :readilyibe rotated about a vertical axis, the hole 93' in trolley block 94 acting as a swivell bearing, gand head' i|5`|a supporting as a thrust bearing the Ventire weight of the bulkhead. rIhe bulkhead can also be moved with trolley 90 along track, Iby rpulling or pushing upon Fhandle |59 (now in the position shown in Fig. '7.) or upon the bulkhead itself.

Also, when the bulkhead is lowered in either ofits two operating positions, lwith lever `handle |59 held by locking bar |90 Acloseto the face .of the bulkhead (Fig. 6), the dimensions vof 'the apparatus and the -setting of vthe screw adjustment between |75 and |55 in the hanger rod are such as to raise the head |5'la of the hanger rod free'of carriage 90 vand press it firmly against the upper interior surface f83 of channel track 80. 'The bulkhead is thus positively locked down in either of its lowered positions .in engagement with 'the restraints against transverse motions referred to `in the preceding paragraphs; and it cannot be `jarred 'free of them even by violent motion ofthe car. Yet the release of this lock requires no special motion, but is accomplished automatically when bar `|00 is raised and handle |159 operated `to lift vthe bulkhead, as described above.

'When'the bulkhead is .moved outwardly to open the bunker (seejposition c in Fig. 9 and positions e and f in Fig. '10) it can be lowered if desired till its lower edge rests on the lading floor of the car. However, since it is then higher than when in either of its operating positions a and b, lever |60 cannot be returned to its position within the vbulkhead (Fig. 6) without lraising the upper end .of hanger rod :|55 above the upper web 83- of track 80. To make this possible, a slot such as .84, Fig. 2, can be .cut in .web B3 at whatever part of the track .suchmotion may be desired.

When the bulkhead vis in the lading position against the car end wall, closure of the ice hatches. over thebunker spaceagainst rain and marauders is normally accomplished by means of a hatch shield slidably mounted just below the car ceiling. Such .a hatch shield is shown at |95 in fragmentary plan .in Fig. 1, in partial section in. Figs. '2 and 5 for example, and .in partial elevation in Fig. 4. Hatch shield |95 preferably consists of `a 'flat panel |`96 strengthened by the relatively light edge strips |97 along its inner edge and H18 along its ends, and the relatively rigid channel strip |99 along its outer edge. End edge strips |98 are slidingly supported by Itracks 20011formed rkof angle iron Asecured to the .car side WH, S.

According to our invention hatch shield |95 is linked directly to hanger rod |55 by any suitable means, such as the shallow channel member 205. As shown in Figs. 5 and 6, for example, this extends along the transverse center line of the hatch cover and projects beyond its inner edge. A flanged hole 206 in the projecting section of channel 205 (Fig. 6) receives hanger rod |55, so that whenever trolley 90 and the suspended bulkhead are moved along track 8U, hatch cover |95 slides correspondingly on its tracks 200. In particular, when the bulkhead is stowed against the car end wall, hatch shield |95 overlies the normal bunker space and is immediately below the hatch openings in the car roof. If, for example, a man jumps through an open hatch onto the hatch shield, the latter will flex downward until channel 235 is supported by clip |58, or, if no such clip is used, until its inner edge |97 is supported centrally by upper channel |40, |4| of the bulkhead. The outer edge of the shield is supported only at its ends on rails 200, but edge reinforcing channel |99 is of sufficiently deep section (Fig. 2) to prevent shield |95 from being easily broken or excessively deformed. Certain aspects of the invention as dened by the following claims (for example those having to do With the bulkhead structure, its carriage and securing it in position) are not necessarily limited to use in an ice bunker, but are useful in any movable partition for a car or the like.

We claim:

l. In a refrigerator car structure, or the like which has a floor, r-ooi and side and end walls, a movable transverse bulkhead, and means for securing the bulkhead in a transverse plane spaced from the end wall in a bunker forming position dividing the car interior into a load compartment and an ice bunker between that compartment and the end wall; the combination of means supporting the bulkhead in the car structure for movement longitudinally between the end wall and the bunker forming position and for longitudinal movement from the bunker forming position into the load compartment, said supporting means incorporating a pivotal mounting for the bulkhead whereby the bulkhead may be swung from a position in a transverse plane into a position out of that plane to afford access to the ice bunker from the load compartment, an ice grate, means for securing one edge of the ice grate on the car end wall, means for supporting the opposite edge of the ice grate on the bulkhead when the. latter is in its bunker forming position, and means for locking the bulkhead to the last mentioned supported edge of the ice grate to prevent movement oi the bulkhead into the load compartment.

2. ln a refrigerator car structure, or the like which has a floor, roof and side and end walls, a movable transverse bulkhead, and means for securing the bulkhead in a transverse plane spaced from the end wall in a bunker forming position dividing the car interior into a load cornpartment and an ice bunker between that compartment and the end wall; the combination of means supporting the bulkhead in the car structure for movement longitudinally between the end wall and the bunker forming position and for longitudinal movement from the bunker forming position into the load compartment, said supporting means embodying a longitudinal suspension rail associated with the car roof and extending centrally of the car structure from the end wall into the load compartment, bulkhead suspending means adapted to travel the rail, said suspending mean-s embodying a rail travelling trolley, a suspension element connecting the troll-ey with the bulkhead at substantially its transverse center, and a swivel structure allowing swinging of the bulkhead about a central vertical all whereby the bulkhead may be moved from its bunker forming position either to a transverse position against the end wall, or to a position in the load compartment in a non-transverse plane to afford access to the bunker space from the load compartment.

3. The combination as defined in claim 2 and also including, an ice grate, means for securing one edge of the ice grate on the car end wall, means for supporting the opposit-e edge of the ice grate on the bulkhead when the latter is in its bunker forming position, and mean-s for locking the bulkead to the last mentioned supported edge of the ice grate to prevent movement of the bulkhead into the load compartment, said locking means being releasable by raising the bulkhead-supported edge of the ice grate.

4. The combination as dened in claim 2, and in which the longitudinal suspension rail extends from the bunker forming position of the bulkhead into the load compartment at least a distance substantially equal to the half-width dimension of the bulkhead, so that the bulkhead when moved into the load compartment may be swung about its central vertical axis into a longitudinal plane.

5. The combination as defined in claim 2, and in which the means for securing the bulkhead in bunker forming position embodies elements associated with the car structure and forming recesses into which the bulkhead is lowered, and bulkhead lifting and lowering means associated with the bulkhead ysuspension element.

6. In a refrigerator car structure, or the like which has a floor, roof and side and end walls, a movable transverse bulkhead, and means for securing the bulkhead in a transverse plane spaced from the end wall in a bunker forming position dividing the car interior into a load compartment and an ice bunker between that compartment and the end Wall; the combination of means supporting the bulkhead in the .car structure for movement longitudinally between the end wall and the bunker forming position and for longitudinal movement from the bunker forming position into the load compartment, said supporting mean-s incorporating a pivotal mounting for the bulkhead whereby the bulkhead may be swung from a position in a transverse plane into a position out of that plane to afford access to the ice bunker from the load compartment, a movable ice grate for the ice bunker, means for supporting the ice grate at the level of the car oor, and collapsible means for supporting the ice grate independently of the bulkhead at a level above the lower edge of the bulkhead.

7. The combination as defined in clai-m 2, and in which the car structure has a roof hatch over the bunker space, and including also a hatch closure panel mounted in the car structure for longitudinal movement closely under the roof, said hatch closure being connected to the bulkhead suspension element for longitudinal movement therewith.

8. In a car structure or the like which has a iloor, roof and side and end walls, and a transverse bulkhead movable between two or more positions; means for carrying the bulkhead between its several positions and for securing it in at least-onev ofthose: positions, said means embodying elements4 yassociated with .the car structure and forming uanupwardly facing securing recess into which'the bulkhead may be lowered, longitudinally extending track means having an upwardly facing and ar downwardly' facing surface, carriage and` suspension means for thebulkhead including a suspension element, means for forcibly moving that element vertically with relation to the bulkhead to raise and lower the latter, a trolley element associated with the suspension element andengaging the upwardly facing track surface to support that element and the bulkhead, and a shoulder associated with the suspension element, and; adapted to move upwardly against the downwardly facing track surface when thesuspension element is moved up with relation to the bulkhead,

9. In a car structure or the like which has a floor, roof and side and end walls, and ,a transverse bulkhead movable between vtwo or more positions; means for carrying 'therbulkhead between its several positions and for securing it in at least one ofthose positions, said means embodying elements associatedwith thecar structure and forming an upwardly. facing securing recess intok which thebulkhead may be lowered, longitudinally extending track means having an upwardly facing anda ,downwardly facing surface, a trolley ridingthe-upwardly facing track surface, a vertical suspension rod supported by the trolley but upwardly movable relative thereto, a shoulder on .the suspension rod adapted to move up against the v.downwardly facing track, surfaceand meanslfor forciblymoving the susn pension rod vertically withrelation to the bulkhead to yraiseand-` lower thevlatterV and to force the rod shoulder against-the downwardly facing track surface when the bulkhead is lowered into ,c

the securing recesses.

10. In -a refrigerator car structure or the like which has a oor, roof and si'deYand -end walls, a movable transverse bulkhead, and means for securing the bulkhead in a transverse plane spaced from the v,endmwall in ,a bunker forming position dividing the car interiorinto a load compartment and an ice bunker between that compartment andthe `end walk-.the improvement which comprises a floor vframe including a transversely extending beam engageable by the lower edge of the bulkhead. when thelatter is in` its bunker forming position, the bulkhead and beam having interengaging surfaces which hold the bulkheadI against relativehmovement longitudinally of Vthe-car, and transversely spaced thrust transferring struts extending from the beam to the car end wall,y

l1. In a refrigerator car structure or the like which has a iioor, roof and side and yend walls, a movable transverse bulkhead ,adaptedto occupy a position in a transverse plane spaced from the end wall in a bunker forming position dividing the car interior into a load compartmentv andan ice bunker between that-compartment and the end wall, and a lading floor for the load compartment spaced above the car floor; a bulkhead supporting and securing beam extending transversely across the car in said transverse plane and adapted to be engaged by the lower edge of the bulkhead, and transversely spaced longitudinally extending struts associated with the beam and supporting it above the level of the car floor at substantially the level of the lading floor, and said struts extending longitudinally from the 18' beam to bear against the car end wall to .transfer thrusts from the beamtothat wall.

12. In a refrigerator car structure orthe like which hasa floor, -roof .andside'and end Walls, a movable' transverse bulkhead yadapted to occupy a position Vina transverse .plane spaced from the end wall 'inga vbunker formingposition dividing the carinterior intoa load compartment and an ice' bunker between that compartment andthe end wall,"and a lading oor for the load compartment spaced above'the car floor a bulkheadsupportingand Securing beam extending transversely ,across the. carv .in vsaid vtransverse plane and-adaptedto. be Aengaged by the lower edge -of the. bulkhead, andftransversely spaced longitudinally.,extending. struts associated with thebeamand supporting `it above the level of the car flooratsubstantiallythelevel of the lading floor, said'.A struts .extending longitudinally from thelbeamjto bearjagainst. the car end wall to transfer thrustsivfromjhe beam` to that wall, anice grate supportingend wall frame associated with thecarj -endiwalhland a grate supporting apron,extending ,.across. thespaced struts ad- 4jacent the bulkheadsupporting beam.

13. .In a refrigerator.. carstructure, or the like which has .a floor, .rooff andside and end walls, a movable transverse bulkhead adaptedftooccupy a position in a transverse plane spaced from the end wall 4in a bunker forming position dividing thecarinteriorintoa loadcompartment and an ice bunker lbetween..that compartment vandV the end walhthe ..bulkhead.,adapted to .be moved to a positionagainst the car end wall, anda lading floor for -theload compartment spaced above the car floor; a .bulkhead,supporting andfsecuring beam. extending-transversely `lacross the car in saidtransverse plane andadapted to be engaged bythe lower edge of thebulkhead, spaced means supporting thebeameabove/ the car floor so that the air passage existinglunder. the-lading floor is vcontinued under theibeaminto the Lice bunker, a 1foraminous. ice vferrate extendingv substantially fromA thebulkheadssupporting beam tothe car end` wall,y meansforasupportng the grate at substantially the .levelof fthe lading floor, `said bulkheadbeing cellularwithta vertical air passage therethrough leading, froml itslower edge to its upper. portion and thereby,establishing a vertical airpassage adjacent the car endxwall when the bulkhead is against that wall andeover the foraminous, icegr-ate, `and the :bulkhead supporting beam beingimperforatesotastofclose off-the vertical: passage throughthen-bulkhead` when the latterl is in its positionfover the. beam.

14 .In a. refrigerator. car structure orthe like which has a oor, vrootv and iside i and endwalls, a movable transversebulkhead adapted tovoccupy a position-in a transversefpl-ane spaced from the end Wall ina -bunkerfforming position dividing the carY interior-intera load@ compartment and an ice bunke-r-betweenethatfcompartment and the end wall; and an ice-.gratafinvtheibunker; v the combination,Y of, fmeans .-for:su\pportingthe ice grate comprising, an end wall frame associated with the car end Wall, said frame embodying horizontally spaced vertical channels and vertically spaced horizontal channels, grate securing elements connected with the grate and engaging the Vertical channels to be vertically movable therein, a hook formation on the grate adapted to engage any of the several horizontal channels for support of one edge of the grate, and supporting means independent of the bulkhead for supporting the opposite edge of the grate.

15. In a refrigerator car structure or the like which has a oor, roof and side and end walls, a movable transverse bulkhead adapted to occupy a position in a transverse plane spaced from the end wall in a bunker forming position dividing the car interior into a load compartment and an ice bunker @between that compartment and the end wall, and an ice grate in the bunker; the combination of means for supporting the ice grate comprising, an end wall frame associated with the car end wall, said frame embodying horizontally spaced Vertical channels and vertically spaced horizontal channels, grate securing elements connected with the grate and engagingpthe vertical channels to be vertically movable therein, a hook formation on the grate adapted to engage any of the several horizontal channels flor support of one edge of the grate, and supporting means independent of the bulkhead for supporting the opposite edge of the grate, said last mentioned supporting means embodying a floor frame, means for supporting said edge of the grate directly on the floor frame, and a grate supporting frame pivoted to the floor frame and adapted to be swung either to a position in a substantially horizontal plane against the oor 4frame or to an upright position to form a support for said edge of the grate at a level above the iioor frame.

16. In a car structure or the like which has a iicor, roof and side and end Walls, a movable bulkhead structure comprising upper and lower horizontal beams adapted to extend across the car interior substantially from side to side, a plurality of hollow cellular wall forming units extending vertically between and secured at their tops and bottoms to the upper and lower beams, and means for securing the bulkhead in a transverse plane across the car interior comprising securing units associated with the car structure I and engaging the bulkhead beams.

17. The combination as defined in claim 16 and in which each of the wall `forming units comprises a hollow box structure including top, bottom and vside walls of outwardly facing channel formation, vertically spaced interior stiffeners extending between the side walls, and front and rear face walls of corrugated metal secured to the top, bottom and side walls, the upper and loWer bulkhead beams being secured within the outwardly facing channels of the topand bottom walls of the several units.

18. In a car structure or the like which has a o'or, roof and side and end walls, a movable bulkhead structure comprising upper and lower horizontal beams adapted to extend across the car interior substantially from side to side, a central hollow box-like column extending vertically between and secured at its top and bottom to the upper and lower beams, at least one h'ollow boxlike wall forming unit at each side of the central column extending vertically between and secured at top and bottom to the upper and lower beams, carriage and support means ior the bulkhead embodying a suspension and lifting means housed within the hollow central column, and means for securing the bulkhead in a transverse plane across the car interior comprising securing units associated with the car structure and presenting upwardly facing recesses adapted to receive the lower beam and to receivve the end portions of the upper beam.

19. A bulkhead structure for a car or the like, comprising upper and lower horizontal beams, a plurality of hollow cellular wall forming units extending vertically between and secured at their tops and bottoms to the upper and lower beams, each of the wall forming units comprising a hollow box-like structure including top, bottom, and side walls of outwardly facing channel formation, vertically spaced interior stiffeners extending vbetween the side walls, and front and rear face walls of corrugated metal secured to the top, bottom and side walls, the upper and lower bulkhead beams being secured within the outwardly facing channels of the top and bottom walls of the several units.

20. In a refrigerator car structure, or the like which has a oor, roof and side and end walls, a movable transverse bulkhead, and means for securing the bulkhead in a transverse plane spaced from the end Wall in a bunker forming position dividing the car interior into a load compartment and an ice bunker between that compartment and the end wall; the combination of means supporting the bulkhead in the car structure for movement from the bunker forming position into the load compartment, said supporting means incorporating a swinging mounting for the bulkhead whereby the -bulkhead may be swung from a position in a transverse plane into a position out of that plane to afford access to the ice bunker from the load compartment, an ice grate, means independent of the bulkhead for supporting the grate at the car iioor level, other means independent o'f the bulkhead for supporting the ice grate at an icing level above the car oor level.

21. The combination dened in claim 20 and in which the two grate supporting means include grate supporting `formations associated with the end wall and by which one edge of the grate is adapted to be supported at either level, a hoor frame having means for Supporting the opposite edge of the grate at the lower level, and grate supporting frame :foldingly mounted on the floor frame and adapted to be moved to a position to support said opposite grate edge at the higher level.

HERBERT J. 'WIEDER PETER C. TRAPHAGEN. ELIOT F. STONER.

REFERENCES CITED UNITED STATES PATENTS Name Date Wieden Oct. 10,1944

Number 

